partnership 1 · 2016. 7. 1. · partnership partnership 2 2 standard researchdynamics ccs won...

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Dynamics 01 01 01 02 02

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06 Survey 07 07 08 09 09 09

Technology Tendency 10

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Standard Research 18

Servicing Products 19

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AMSA CEO Visited CCSDirector General of Danish Maritime Authority Visited CCSIranian Government Authorizes CCS to Conduct Statutory Survey of Iranian Flag Vessel CCS Won “Special Contribution Award”CCS and ICBC Asia Pacific Shipping Financial Headquarters Signed Bilateral Cooperation AgreementCCS Bulk Carrier, Oil Tanker Structure Rules Smoothly Passed IMO Audit CCS Issued the First Safety Management Certificate for Domestic Scientific Research VesselCCS Issued Classification Certificate for “Hidden Dragon II”CCS Completed Exxon/Mitsui OSK LNG Carrier ProjectThe World’s Advanced Scientific Research Ship “Jia Geng” LaunchedThe Latest Luxury Passenger Ro-ro Ship of China and South Korea Route Successfully LaunchedCCSC Signed IRIS Certification Corporation Agreement with UNIFEPont Hong Kong-Zhuhai-Macao Qingzhou Channel Bridge Supervised by CCSI Achieved Successful ClosureCCS Participated in the 47th International Marine Engineering Technology ConferenceCCS Won “Touching Person of the Year in Transportation in 2015” Best Organization Award

NEW CONSTANT: the VLCC with 319,000 DWTDeep Ocean Research Vessel TAN SUO YI HAOThe Large Multi-purpose Patrol Ship NAN HAI JIU 102The 50,000-ton Semi-submersible Vessel HUA YANG LONG6,000 Ton Refrigerator Ship YONG FA YUN 10Azimuthing Tug QIONG YIN 11

The Structure Life Extension Evaluation Technology of Aging Offshore PlatformAnalysis of Cargo Loading and Unloading Safe Zone Under Ship to Ship Refueling Operation

2016 Amendments to Rules for Classification of Mobile Offshore Units

CCS Developed Ultra-Large Ore Carrier (ULOC) Engine Room Finite Element Direct Calculation SoftwareCCS Launched Assessment Software to Secure Ultra-Large Ore Carrier (ULOC) Key Structure Safety

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The third issue in 2016 (The 21st issue in total)(Internal data, free of charge and welcome to communicate)

Edited and Printed by CCS

Add: CCS Mansion, 9 Dong Zhimen

Nan Dajie, Beijing China.

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Dynamics

Iranian Government Authorizes CCS to Conduct Statutory Survey of Iranian Flag Vessel

On May 30, 2016, China Classification Society (CCS) signed authorization agreement with

Iranian Ports and Maritime Organization (PMO) on authorizing CCS to conduct statutory survey of

Iranian flag vessel. This is the first formal authorization agreement the Iranian government has signed

with a member of International Association of Classification Societies after Europe and the United

States lifted their sanctions against Iran. Mr. Sun, President of CCS and vice chairman of PMO

respectively signed the agreement on behalf of both sides. Pang Sen, China’s ambassador to Iran, and

Mohammad Saeed Nejad, Deputy Minister of the Ministry of Road & Urban Development and the

Managing Director of Ports and Maritime Organization of the Islamic Republic of Iran, witnessed the

signing ceremony and delivered a speech, affirming the significance of cooperation between CCS and

PMO, and said they would give necessary support to the future cooperation.

AMSA CEO Visited CCS

Director General of Danish Maritime Authority Visited CCS

Recently, Michael Kinley, the chief executive officer of Australian Maritime Safety Authority

(AMSA) visited the Headquarters of China Classification Society (CCS). Mr. Sun Licheng, the

President of CCS held pleasant and friendly talks with Mr. Michael Kinley. They reviewed the

long-term good cooperation, confirmed the positive role that both sides have played in jointly

promoting bilateral maritime trade, shipping safety and marine environmental protection, and also

exchanged views on port state control, statutory survey and audit, etc. Both sides said they would

take advantage of this opportunity to further strengthen technological exchanges and develop

further cooperation for the future.

On May 18, 2016, Mr. Sun Licheng, the President of China Classification Society (CCS) held

friendly talks with Andreas Nordseth, the Director General of Danish Maritime Authority (DMA). Since

CCS signed statutory authorization agreement with DMA in March 2015, the two sides have kept good

cooperation in the fields of the statutory survey authorization, high-level visits and technology exchanges,

etc., and achieved good results. The two sides conducted in-depth discussion on future establishment of

survey offices in Denmark by CCS, joint promotion of China-Demark maritime exchange, shipbuilding

and shipping cooperation and so on. Both sides have expressed the desire to further strengthen

cooperation and exchanges, so as to promote CCS business development in Denmark.


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Standard ResearchDynamics

CCS Won “Special Contribution Award”

On May 6, 2016, the British sea trade group (Seatrade) held the 28th sea

trade awards ceremony in London. China Classification Society (CCS) was

awarded the “special contribution award” due to the outstanding contribution

it has made in improving China’s shipbuilding enterprise technology level and

ensuring quality of ship construction. “Special contribution award” is strictly

selected by the Seatrade jury to award the organization or individual who is

recognized as making special contribution in the industry challenge. Zhang Hui,

the director of CCS European center accepted the prize on behalf of CCS.

In recent years, CCS has gripped global shipping and shipbuilding

industrial structure adjustment and the historic opportunity of China’s transition

of economy, has implemented and carried out the “belt and road” and “walk

out” national strategies, comprehensively promoting green ship plan, promotion

of new products, develop new business growth point, played an important role

in promoting the industry to jointly cope with challenges and walk out of the

industry slump hand in hand.

The awards ceremony was held in London City Hall which has nearly

600 years history, where more than 300 well-known international organizations

and senior management from the world maritime and port authorities, shipping

companies, offshore oil company, dockyard, service providers, classification

societies, port companies, related financing banks, research institutions,

education and training institutions and other international organizations attended

the award ceremony.

Seatrade Awards is founded in 1989 and launched by the British sea trade

group, which enjoys high reputation in the industry, and aims at celebrating

outstanding achievements of companies, organizations and individuals in

shipping, shipbuilding and maritime services. As the most authoritative awards

ceremony in world's maritime industry, it is held once a year and very influential

in the global maritime industry.

CCS and ICBC Asia Pacific Shipping Financial Headquarters Signed Bilateral Cooperation Agreement

On June 7, 2016, the day on which Asia Pacific shipping financial

headquarters of Industrial and Commercial Bank of China (ICBC)

were established, China Classification Society (CCS) signed bilateral

cooperation agreement with them in Singapore. CCS will use its

own professional advantage and information advantage, to cooperate

extensively with the other party in financing, risk prevention, ship

technology, maritime information, etc. ICBC Asia Pacific shipping

financial headquarters will take advantage of Asia-pacific hub in

Singapore, and provide financing services for Singapore’s local and

surrounding countries’ ship owners, shipping companies, liner company

and offshore engineering shipping companies.


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Dynamics

CCS Issued the First Safety Management Certificate for Domestic Scientific Research Vessel

On May 31, 2016, China Classification Society (CCS) satisfactorily

completed certification and audit of safety management system for one of

the most advanced scientific research vessels in China, i.e. “XIANG YANG

HONG 18”, and issued the first ship safety management certificate of

domestic vessel.

The ship owner of “XIANG YANG HONG 18” is the first institute of

oceanography, state oceanic administration (SOA). The ship was completed

for delivery on December 20, 2015, and it is the advanced scientific research

vessel engaged on international voyages in China. To continually improve

the ship safety management level, ensure the safety of ship operation and

preventing marine pollution, the first institute of oceanography, SOA

commissioned professional ship management company to establish safety

management system in accordance with the ship type features and special

operational requirements for the scientific research vessel, and applied

for CCS ship safety management system audit, which has opened a new

chapter for research ship and public service ship to voluntarily comply the

requirements of the ISM code.

The issue of the first certificate lays a good foundation for the scientific,

standardized management of scientific research vessel and continuous

improvement of the safety of navigation. CCS has played a leading role of

safety management system audit certification for scientific research ship and

public service ship.

CCS Bulk Carrier, Oil Tanker Structure Rules Smoothly Passed IMO Audit

quality technical services for the industry in terms of GBS standard

implementation and continuous improvement.

On May 13, 2016, the Maritime Safety Committee of International

Maritime Organization (IMO) at its 96th session announced that the bulk

carrier and oil tanker structure rules summited by China Classification

Society (CCS) and other eleven members of the International

Association of Classification Societies (IACS) comply with the goals

and functional requirements of IMO goal-based ship construction

standards for bulk carriers and oil tankers, and notified IMO members

and related parties with MSC. 1 / Circ. 1518.

This is the first time IMO organized the audit of structure rules

of classification society to confirm they satisfy safety goals which are

set by IMO, and the decision of the Maritime Safety Committee is full

affirmation of the joint efforts exerted by the IACS, IMO member states

and the industry to improve the safety of ships over the past 14 years.

CCS will take this audit as an opportunity to further provide more high


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CCS Completed Exxon/Mitsui OSK LNG Carrier Project

In early April 2016, the naming ceremony of “KUMUL”, the

fourth LNG carrier of 172,000 m3 which was the first foreign trade large

LNG carrier shipbuilding project China Classification Society (CCS)

undertook, and was built by Hudong-Zhong Hua Shipbuilding Co.,

Ltd for Exxon Mobil/Mitsui OSK was held. Exxon Mobil/Mitsui OSK

LNG carrier project was the first LNG carrier project of foreign trade

in China, mainly engaged in LNG trade transportation from Papua New

Guinea to China, Japan and South Korea. “KUMUL” is the last one in

Exxon/Mitsui OSK LNG project of Hudong-Zhong Hua Shipbuilding

Co., Ltd.

CCS Issued Classification Certificate for “Hidden Dragon II”

On June 4, 2016, the classification certificate ceremony of “hidden dragon II”,

the 4500-meter autonomous exploration system of deep-sea resources was held

in Beijing. “Hidden dragon II” is China’s first 4500-meter deep-sea unmanned

underwater vehicle which has obtained CCS classification certificate, demonstrating

that the design and manufacture of unmanned and wireless submersible has stepped

into the international advanced level. CCS carried out survey of “hidden dragon

II” and issued classification certificate, which has further broadened the service

field of CCS and fully shown CCS service purpose and value pursuit of “safety,

environmental protection, creating value for customers and the society”.

The World̓s Advanced Scientific Research Ship “Jia Geng” Launched

of 5.2 meters, about 3500 gross tonnage, economic speed of 11 knots,

maximum speed of 14 knots, endurance range of about 10000 nm, holding

force of 50 days. For this ship, whether the comprehensive and advanced

research equipment, or the universality and flexibility of the laboratory on

ships, they all reach the world advanced level. It has excellent handling and

release ability of marine observation equipment, and provided with high-

performance acoustic detection equipment. The ship will participate in the

world maritime research, experiment research, teaching practice and related

engineering work when it is completed, and play its proper role in the

construction of national marine power.

On May 8, 2016, Xiamen university scientific research vessel of 3000

ton surveyed by and classed with China Classification Society (CCS),

and built by GuangChuan International Co., Ltd completed the launching

and naming ceremony. The ship has class notations such as “dynamic

positioning”, “one person pilo” and “green passport”, etc., and equipped

with advanced maritime scientific research devices. It is China’s first ocean

science comprehensive research vessel for which foreign design is adopted

and transformed into detailed design domestically and whose intellectual

property rights are fully owned by Xiamen University. M/V “Jia Geng”

is 77.7 meters in length, 16.24 meters in breadth, with ship design draft



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The Latest Luxury Passenger Ro-ro Ship of China and South Korea Route Successfully Launched

Recently, M/V “HUA DONG MING ZHU 8” which was surveyed

by China Classification Society (CCS) and built by Huanghai Shipyard

entrusted by East China shipping Co., Ltd was successfully launched

in Huanghai Shipyard Co., Ltd . “HUADONG PEARL Ⅷ”, is the

first China-South Korea international passenger and cargo liner.

CCS Qingdao branch was responsible for its construction survey and

inspection. The commencement of construction of the vessel was on

April 28, 2015, and the completion is expected to be in August 2016.

The vessel is 196.2 meters in length overall, with gross tonnage of

about 34722, 28.6 meters in breadth, and design speed of 22 knots.

It can accommodate 1500 passengers, and cargo lane is 2500 meters.

Internal facilities are well-equipped with luxurious decoration.

“HUADONG PEARL Ⅷ” satisfies the requirements for safe return to

port in SOLAS and is Asia's largest and most luxurious passenger ro-ro

ship built with the latest safety design concept. The successful launch

of “HUADONG PEARL Ⅷ” has set up a more convenient sea lanes

for China and South Korea trade, personnel exchange and logistics,

and played a positive role in the construction of China and South

Korea free trade area and the development of Shandong peninsula blue

economic zone.

CCSC Signed IRIS Certification Corporation Agreement with UNIFE

On April 28, 2016, IRIS cooperation signing ceremony of

international railway industry quality management system IRIS

international communication was held in Beijing. China classification

society certification company (CCSC) signed IRIS certification

cooperation agreement with Bernard Kaufmann, general manager of

IRIS, UNIFE, which marks that CCSC became China’s first agency that

obtained IRIS certification qualifications.

In the recent decade, Chinese railway industry has developed

rapidly. With China’s strategic development plan of “belt & road” coming

out, the speed of China’s railway going towards the world will be faster

and more stable. CCSC will continue to take servicing national railway

industry development as its own duty, make full use of certification

and accreditation credit tools in this market economy, promote railway

industry technical standard system dock with the international ones, and

constantly improve the quality of Chinese railway industry enterprises.

Kaufmann, general manager of IRIS, said that UNIFE is really looking

forward to cooperating with CCSC, hoping to use CCSC high quality and

high level service to boost the better development of railway sector. The

signing of the agreement marks that CCSC officially became the16th IRIS

certification organizations of UNIFE, and is also the first IRIS certification

agency in China. With the excellent technical strength and combining

with UNIFE in the field of IRIS certification, CCSC will empower

Chinese railway industry to go out to the world under the background of

development strategy of “belt & road”.

Dynamics


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Pont Hong Kong-Zhuhai-Macao Qingzhou Channel Bridge Supervised by CCSI Achieved Successful Closure

On April 12, 2016, Pont Hong Kong-Zhuhai-Macao qingzhou channel bridge supervised

by China Classification Society Industrial Company ( CCSI ) achieved successful closure.

Qingzhou channel bridge is cable plane steel box girder cable-stayed bridge with the twin

towers, with the span length of 1150 meters and the tower height of 163 meters. Qingzhou

channel bridge is designed as “Chinese knot” and is the landmark building of Pont Hong Kong-

Zhuhai-Macao. With the successful closure, CCSI will, as always, strictly supervise, complete

follow-up anti-collision railing, inspection trolley, fill besmear, bridge deck pavement and other

construction supervision work, to ensure the bridge will be successfully completed.

CCS Participated in the 47th International Marine Engineering Technology Conference

CCS Won “Touching Person of the Year in Transportation in 2015” Best Organization Award

On May 2, 2016, the 47 th international marine engineering

conference was opened in Houston, the United States. In the conference,

CCS, holding the “whole field, whole life cycle” service concept, fully

showed CCS technical level and service capabilities of mobile facilities

classification service, fixed facilities third-party services and offshore

Recently, the Ministry of Transport and All-China Federation

of Trade Unions jointly organized the “touching person of the year

in transportation in 2015” elected campaign. After application

recommendations, experts screening, public voting and expert evaluation

engineering consulting services, mainly introduced the Engineering

Critical Analysis (ECA) technical services, the South China Sea marine

environment database, tanker conversion FPSO technical service, risk-

based inspection (RBI), and other new types of ocean engineering service

product.

procedure, China Classification Society (CCS) won the “touching person

of the year in transportation in 2015” best organization award; Lin Li

from CCS Shanghai Rules & Research Institute won the prize of “touching

person in transportation of the year”.



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Survey

NEW CONSTANT: the VLCC with 319,000 DWT

Deep Ocean Research Vessel TAN SUO YI HAO

The ship design gave enough thought to green, environmental protection, energy conservation, took advanced and effective measures in aspects of energy efficiency in sailing, noise reduction and vibration reduction to meet the requirements of existing green norms. LOA 94.45 meters, with unlimited navigation

area, a dynamic positioning capability, a range of more than 10,000 miles and an endurance of 60 days, it is a wholly-domestically-made supporting vessel of 4,500 m manned submersible, will also serve as offshore platform or supporting ship of our ten-thousand-meter manned/unmanned submersible. The boat has more than a dozen laboratories like geological lab and geophysical lab, also two detachable laboratories are set on the main deck, which is suitable for different research projects and allows simultaneously carrying several researchers and aquanauts.

The modification drawing of TAN SUO YI HAO was designed by CSSC and the modification was carried out by Chengxi Shipyard Guangzhou. CCS is in charge of drawing approval and conversion survey. Launched from March 2015, the ship modifications lasted 13 months. Although construction process involved multi-disciplinary cross-operation and technical and management problems including linking old and new phases and integrating hardware and software, ultimately the technical parameters and indicators had met or even exceeded the original design requirements.

The ship is 332.95 m in length, 60.00 m in width and 30.50 m in moulded depth. With a complement for 37 crew and unrestricted services, its scantling draft and designed draft is 22.45 m and 20.50 m respectively and its designed speed is 15.50 knot. The full displacement of it is 363,892.5 t and the gross tonnage is 165,592 t. As the fifth VLCC sister ship built by DSIC(Dalian Shipping Industry Co., Ltd.) for China Merchants Entergy Shipping Co., Ltd., it’s classed in CCS. CCS is in charge of its classification survey and statutory survey.

Driven by single engine and single screw, the ship is designed to equip with small bulbous bow, open stern bulb and semi-hanging rudderstock. The cargo hold is structured in double bottoms and double skins. It applies anti-sediment energy-efficient design, which is, to prevent sediment, setting seven pairs of ballast tanks. The No.2, No. 3 and No. 4 ballast tanks area is interconnected space allowing overflow and sediment, while the No. 1 and No. 5 ballast tanks area is divided into separate pods and bottom ballast tanks. Ballast water in the

overflow pods flows circularly around the route as designed.To meet the requirements of energy-saving design, the ship applies

a thinner transom hull line and rubber blades with bulb, and the hull stern tube in front of propeller is equipped with energy-saving cutting guide wheel. To increase rudder area, the top gudgeon on the rudder horn is welded together with hull plate; to improve propulsive efficiency of the propeller, the air intake prerotation of the propeller should be adjusted to reduce wake rotational energy loss. In addition, the range of ballast tank, cargo oil tank and slop tank on the ship is in accordance of PSPC.


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Survey

The Large Multi-purpose Patrol Ship NAN HAI JIU 102

The 50,000-ton Semi-submersible Vessel HUA YANG LONG

LOA 127.65 m, breadth 16.00 m, depth 8.10 m, sailing in unrestricted navigation area, the ship is used for maintaining our maritime rights and interests, taking obligations conferred by international conventions, saving lives at sea from vessels in distress, rescuing vessels for the purpose of saving life at sea and other salvage operations like towing and fire fighting. It has a strong capacity of saving life at sea, maritime control, integrated command, information collection and processing and transmission; for vessels in distress, it has salvage operation capability including battening down, plugging, drainage, air diving and towing; it has the top external fire fighting capacity; it has DP- 2 dynamic positioning capability; it can carry out the salvage operation of oil spill recovery at sea; it also can search, rescue and salvage at sea at night; it has the ability to rescue operations, being capable of carrying 200 rescued people and being able to carry out simple medication, devices and surgical treatment to the wounded; it can carry medium helicopters and can support large helicopters to take off and land, refuel, search and rescue.

This is a mono-hull square-tuck ship, using double bottom,

double hull in the middle part and raked stern. Powered by diesel, equipped with double hull, twin controllable pitch propeller(with dome), double rudders, the ship configures shaft generator and shaft fire pump, bilge keel, retractable fin stabilizer and passive controllable anti-rolling tank to improve seaworthiness. In order to improve handling performance, especially the turning ability when it is rescuing in and out of the terminal and the storm and during fire fighting operations, the ship set two bow thrusters and one stern thruster. This 12000KW large multifunction cruise salvage vessel was built by CSSC Huangpu Wenchong Shipbuilding Company Limited for Nanhai Rescue Bureau of the Ministry of Transport, classed in CCS and construction surveyed by CCS.

draft of 27 meters dive. Its electric propulsion system configures three 4500KW podded propulsion permanent magnet motors; there are four main 5760KW diesel generators with a total capacity of 23040KW, 6600V medium-voltage; bow is equipped with two 2750KW tunnel thrusters. The ship can sail and work in unrestricted navigation area, being used mainly for emergency rescue and salvage of large-scale ship, loading and disposal of damaged ships and overall salvage of 80,000-ton transport ship. Besides, it can load and transport large offshore equipments which are required in exploration and exploitation of the offshore oil and gas( such as large pieces of steel structures, various platforms, platform jackets, platform blocks, etc. ), large vessels and navy vessels, as well as carries out uplift installation of large upper modules. The vessel was built by CSSC Huangpu Wenchong Shipbuilding Company Limited for Guangzhou Salvage Bureau of the Ministry of Communications, classed in CCS and construction surveyed by CCS.

It’s a 50,000-ton self-propelled semi-submersible ship with DP2 dynamic positioning and full-revolving electric propulsion. The vessel features a total length of 228.12 m, a molded breadth of 43.00 m, a depth 13.50 m and a


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Survey

6,000 Ton Refrigerator Ship YONG FA YUN 10

Azimuthing Tug QIONG YIN 11

This is a leading ship as an overseas refrigerator ship and the classification survey was carried out by CCS. It’s 120.80 m in length, 18.00 m in width and 10.20 m in moulded depth. With a complement for 34 crew and unrestricted services, its design draft is 7.00 m. The gross tonnage is 5784GT and the net toonage is 2645NT. The boat is a steel-made, single-hull, double-bottom, three-decks, combined-frame, single-engine, single-propeller, stern-engine refrigerated transport vessel. The double bottom and the main deck are of longitudinally framed system; while the side, platform deck, fore and aft end and the superstructure are of transversely framed system. With the Ice B notation, the refrigerating installation can maintain the lowest temperature -25℃ of the cargo hold in the highest seawater temperature 35℃.

There are four sets of marine hydraulic

winches and cargo derricks being set on the main deck, the speed of which is 35 m / sec. For loading fishes from fishing boats into refrigerated cargo and unloading, each derrick has a safe working load of 2.5T and a maximum working radius of 18.5m. The boat has four refrigerated cargos and each of them is divided into upper, middle and lower layers. Each bulkhead is airtight and covered with foam insulation materials, so that the adjacent compartments won’t be thermal and meet the different requirements of different kinds of goods on temperature.

moulded depth. With a complement for 14 crews, its full displacement is 720 t and its gross tonnage is 481GT. The tug is allowed to operate in offshore area AI+A2. The tug is equipped with two highly-reliable Rolls-Royce US 205/3305 FP azimuthing thrusters, which will ensure the tug to be of rapid operating performance and strong stationary pull. At the same time, it has a set of SLTY80 towing system, of which the maximum safe working load is up to 784KN while the actual test site maximum towing force is 616KN. It is now the largest one among the azimuthing tugs delivered to Hainan Harbor & Shipping for operation.

This high-power azimuthing tug was built by Jiangsu Zhenjiang Shipyard (Group) Co., Ltd. for Bank of Communications Financial Leasing Co., Ltd. and surveyed by CCS. It’s 32.28 m in length, 10.40 m in width and 4.90 m in


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Due to the requirement of actual

production and need for mining

cost solution, aging platform

often has a high value in use when it gets to

its design life, and owners often put forward

demand of extending the service time for these

aging platforms. However, the structure of

these platforms has sustained different degrees

of damage and corrosion due to long-term

service. How to ensure the safety, reliability

and integrity of these platforms becomes an

urgent subject of great significance for ocean

engineering industry.

Since 1966 when the first offshore fixed

platform was built in Bohai Bay, China's

offshore engineering has gone through more

than 40 years, as of 2016, there are more than

360 offshore fixed platforms in total in service

in China. 32 of the platforms have served

more than 20 years, and another 73 platforms

have served nearly 20 years. The design life of

offshore platform is generally 15-25 years due

to its complex structure and expensive cost.

Currently, 93 platforms that are over age are

still in service, including 22 in Bohai Bay, and

63 in Shengli shallow sea area.

Currently, there has been a considerable

amount of platform entering the end of the

service time or serving for extended time , in

the future, with the time passing by, there will

be more and more aging platforms, especially

The Structure Life Extension Evaluation Technology of Aging Offshore Platform

when the platforms produced during the

exploitation peak period become aging at the

same time, the phenomenon of platform serving

for extended time will be more prominent.

The main risk faced by the structure of aging platforms

Offshore platforms are affected for

long times during the service life by the bad

environment such as wind, wave, current and

ice. With the extension of the service life of the

platform, problems of aging platforms such as

material corrosion, fatigue cracking platform

will become prominent, resulting in platform

structure safety and durability weakening

and safety risks to the platform operation. If

effective security measures are not taken timely,

there will be not only huge economic losses

and casualties, but also serious environment

pollution.

Aged offshore platforms will sustain

different damage and risks in the long-term

action of wind, wave, current and ice and

the ship collision and other harsh marine

environment, including waves panting, rare

typhoon, ship collision, topside weight increase

and other reasons which will lead to structural

damage and deformation of the platform, overall

strength reduction of the platform, thereby

affecting seriously the mechanical properties

By Xu Hui, Gao Chang & Yang Qingxia

of the platform structure and the safety of

offshore platform; the long-term attachment

of sea creatures will increase platform weight,

increase platform wave load, and will corrode

the platform.

A considerable number of platforms

have got near or exceeded the designed life

period, whose structure usually have different

degrees of crack, corrosion defects. For most

of the time, because of continued exploitation

due to production of the platform exceeding

expectations, or because of the special

geographical position of the platform that can

save a lot of development costs for development

area adjacent to the newly discovered oil

reserves, the owners often demand for extended

service for these aging platforms. Through the

extension of the old platform, it is possible to

use the original production facilities, develop

new oil and gas resources, thereby significantly

reducing the production cost.

At the same time, due to long service,

aged platforms usually have defects of multiple

structural deformations, material corrosion

and crack propagation, the degree of safety

and durability of aged platforms has been

reduced to a certain degree comparing with new

platforms. How to ensure the safety, reliability

and integrity of the platforms has become a

very urgent and significant task in order to

extend the service life of the aging platform. If

Technology Tendency


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we can effectively prolong the service life of

offshore oil platform at the premise of ensuring

oceanic oil platform safety, it can greatly

reduce the cost of offshore oil development

and improve economic efficiency. It needs to

carry out comprehensive and comprehensive

safety assessment to the platform, to provide

reliable basis for use of the platform, and

give the platform operator a comprehensive

understanding of the platform's safety situation.

The life extension technology of aging platforms

Many countries abroad usually attach great

importance to the research on aged platform

life extension technology. In the evaluation of

life extension, Walker A.C. proposed using

nonlinear finite element method to calculate

the stress condition of the platform under the

ultimate load, which makes the result more

accurate. Wan Mahmood, BEA RG and other

scholars also put forward residual ultimate

strength assessment method for existing

platform, and develop a number of application

software on platform remaining life and

strength evaluation. Nowadays, a complete

set of application technology system has been

formed and applied in Beihai and Mexico Bay

offshore oil field with remarkable results.

In the 1990s, China National Offshore Oil

Corporation organized relevant units in China

such as Harbin Institute of technology, Tsinghua

University, Shanghai Jiaotong University

and Dalian University of Technology etc., to

implement the scientific research projects on

"offshore structures inspection, maintenance

and repair”, and got multiple research

achievements including damaged members

repair and evaluation, crack defect assessment

and service life prediction technology, offshore

platform maintenance decision technology

etc., and was awarded the second prize of 2003

national scientific and technological progress.

Evaluation process

1. The evaluation of aging platform

life extension is conducted according to the

influence led by factors such as safety of

life and the consequences of failure, early

test results and others, in accordance with

the corresponding standards to analyze and

evaluate the platform structure safety, reliability

and integrity . Life extension assessment is

usually divided into five parts to consider,

namely platform choice, platform classification,

condition assessment, detailed assessment

of structure, reinforcement and mitigation

measures.

The choice of platform. The reason of

assessment of platform life extension: platform

age is beyond design life; fatigue life is

lower than the required use life; the structure

degradation caused by corrosion has occurred

or is likely to occur in the period of prolonged

use life.

Owners can determine whether it is

valuable to continue to use the platform, and

make decision on whether to have life extension

evaluation according to comprehensive

evaluation such as remaining oil reserve,

Picture 1: Summary of service life of marine platform in China

Picture 2: the situation

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comparison of offshore fields supporting

development cost and so on.

2. platform classification. Platform

classification is made according to the

importance of the two aspects i.e. life safety and

failure consequences to platform structure, to

confirm the evaluation standard of life extension

evaluation, and make it adapt to the intended

function. According to the combination of

human life safety and failure consequences,

the platform is divided into 3 types of exposure

classification: L-1, L-2, L-3.

3. Condition assessment. Condition

assessment refers to confirmation of the current

state of the platform through collecting all

kinds of assessment data, judging preliminarily

whether detailed structural evaluation and

corresponding evaluation is needed and

planning for platform according to the

relevant acceptance criteria. Confirming

acceptance criteria for condition assessment

is in accordance with the platform's exposure

classification, relevant legal requirements,

company's policies, industry standards /

practices, etc..

4. Detailed structural assessment. If the

conclusion of condition evaluation concludes

that the platform should carry out a detailed

analysis to further assess its actual state,

then the design level analysis and ultimate

strength analysis of platform should be carried

out. Before checking detailed analysis, it

is necessary to evaluate structure corrosion

protection system including anode block,

anticorrosion coating state according to

historical testing results of platform.

The content of detailed checking analysis

may include structural static analysis, dynamic

analysis of wave, seismic analysis and the

fatigue analysis of the overall strength analysis,

it may also include the local structure strength

analysis such as waves panting, vortex-induced

vibration etc.

5. Reinforcement and mitigation measures.

If the platform can not get through structural

evaluations, appropriate mitigation measures

can be taken, such as reducing hydrocarbon

storage capacity, reducing the number of

persons on platform, and reducing the load of

the platform and / or overall, local strengthening

or repair, enabling the platform to pass the

assessment. The mitigation measures usually

are: to reduce the load, such as to reduce the

superstructure of excess equipment or structure,

remove excess water pipe, subsidiary structure,

control thickness of marine organism and

timely clear off;

Better evaluate structural resistance

strength by using materials proof or materials

test, and designedly track and detect to the

fatigue and sensitive parts.

Challenges faced by evaluation

Over the next few years, China will have

a number of platforms stepping into the aging

service period, ocean platform life extension

assessment business will usher in a spurt of

outbreak. However, in terms of the evaluation

of aging platform life extension, there are still

many difficulties, mainly in the four aspects as

follows:

Firstly, China has not carried out extensive

research on the aging platform life extension

assessment and relevant norms and professional

software are lacking; secondly, for the earlier

platforms such as the ones put into production

in 1990s, there is no complete information

regarding their original design and completion,

record of transformation during service period,

so it is difficult to accurately simulate the actual

state of the platform; thirdly, precise theory and

method to effectively assess defects of existing

platform are lacking, such as corrosion, crack,

depression etc.; fourthly, for platforms serving

in deep oceans, such as the East Sea, South

China sea, the accumulation of sea creature

remains at the bottom of platform is serious,

the structure state of skirt piles can not be fully

tested, which makes life extension assessment

unable to accurately predict the actual capacity

of the skirt pile.

These difficulties indeed bring challenges

to evaluation accuracy for aged platform life

extension. It needs relevant industry parties

including platform management, testing,

construction and rule and research department

to pay attention and effort for proper solution.

Guidelines need be established to adapt to our

national condition. Meanwhile, the platform

management should do platform integrity

management, grasp the latest real-time state of

the platform, the testing parties need to further

strengthen testing method and increase testing

accuracy, overcoming difficulties in the testing

process and providing comprehensive and real

first-hand data for evaluation of life extension.

Only in this way can the result of life extension

assessment be more reliable, and be more

significant to provide guidance to safe operation

of the aging platform.

With the deepening of the aging trend of

offshore platforms in China , the demand of

extended service for platforms will increase, life

extension assessment for aging platforms will

become the important means to protect the safe

operation of offshore oil platforms in the future.

Technology Tendency


13

13

F or large ships, due to large amount

of LNG refueling, cargo loading

and unloading can be carried out at

the same time to reduce berth time. However,

if there was a fuel leak and spark within the

range of spread of inflammable gas due to

cargo loading and unloading, there will be a

fire risk. Taking a 10000m3 LNG refueling

ship fueling a 18000 TEU container ship at the

port as an example, this paper analyzes cargo

loading and unloading safe zone during ship to

ship refueling.

Enlightenments of LNG refueling accidents

ned in the past are meaningful to act

as direct warnings for safe LNG refueling.

LNG ship to ship refueling is still a new

practice in the world, with only 15 years’

history and the experience in operation is

still not much. Up to now, there have been

reports of two accidents in Norway.

On May 9th of 2014, in Risavika port

of Norway, a quick disconnect coupling

leakage accident happened in filling station

when ropax ferry of MS Bergensfjord was

refueled by a tanker. About 130kg of LNG

leaked in catch tray. Several reasons caused

the accident. Firstly, anti-tipping system of

Analysis of Cargo Loading and Unloading Safe Zone Under Ship to Ship Refueling Operation

MS Bergensfjord was not opened during

refueling operation; secondly, refueling

flexible pipe was installed on a lifting arm

which was fixed on the wharf and it could

not move flexibly, when the ship moved, the

quick disconnect coupling could not bear the

stress. During the accident, ESD system was

also not applicable.

Another accident happened on July 13 of

2014, when MF Landegode was refueled in

Moskenes port in Norway. The stern shifted

away from the wharf, LNG flexible pipe was

stretched, lifting arm was damaged, LNG

fuel leaked. The lifting was broke the next

day. There was a serious leakage risk in this

accident. The damaged flexible pile may cause

LNG leakage at the flow rate of 1500L/min.

There was not a break away coupling in the

pipe. Berthing failure caused the accident.

These two accident gave lessons to learn to

STS refueling: firstly there should be operation

safe zone, LNG catch tray is effective; secondly,

By Fan Hongjun, Chengkang & Wu Shunping

Table 1: basic parameters of the LNG refueling ship

parameter The parameter value parameter The parameter value

General length/m 403.40 Molded depth/m 30.20

Between the vertical height/m

384.00 Designed draft/m 14.00

Molded breadth/m 58.50 LNG storage tank capacity/m3 10000

Speed/kn 20 Main motor power/kW 56800

the hose should be able to move freely; thirdly,

detection and monitoring during LNG filling

process should be enhanced; Fourth, test of

ESD system should be done before bunkering;

Fifth, bunkering hose should be set to pull off

valve; sixth, the anchor / mooring safety of the

LNG refueling ship should be ensured; Seventh,

personnel training should be strengthened.

These lessons are to be considered in the project

described in this article.

Overview of LNG bunkering and refueling ships

The LNG refueling ship selected in the

article is a 18000 TEU container ship, whose

basic layout and parameters are shown in

figure 1 and table 1.

Figure 1: the elevation LNG refueling ship

Technology Tendency


14

14

The LNG bunkering ship selected in

the article is one with 10000 cubic meters

capacity and a new filling arm (arm + hard

tube + hose) its basic layout and parameters

are shown in table 2.

The determination of LNG leakage risk scene based on the analysis of the failure frequency

For the analysis of LNG leakage

between ships in the process of filling, not

only the filling system of bunkering ship and

refueling ship, but also the isolated valves

between cargo systems should be paid

special attention. As this study only focuses

on the analysis of safety zone of fuel filling

and cargo unloading, only open area of the

leakage source is considered. According to

the experience and previous data, the leakage

of combustible gas diffusion has no effect

on the safety span of the STS operation, so

only liquid leakage is discussed.

About the r isk assessment of the

LNG project , there is more and more

tendency that the leakage and position

should be based on the leakage frequency.

Such as a memo issued in 2012 by the

federal energy regulatory commission

(FERC) which pointed out that the failure

frequency greater than 3 x 10-5 times a year

must be considered. This paper selects the

guidelines as a criterion to determine the

dangerous scene. At present, internationally

there are some of the avai lable LNG

pipeline and equipment failure frequency

database, for example, the FERC data, the

international association of oil and gas

producers (OGP) database, the Netherlands,

quantitative risk assessment of the purple

leather book database, the health/safety/

environmental executive (HSE) database,

etc. Table 3 ~ table 5 summarize the

failure frequency data within the scope

of this paper, a revised LNG hose failure

frequency is presented in table 6, also with

the operating time.

The failure frequency calculation of

Table 2: the basic parameters of the LNG bunkering ship

parameter The parameter value parameter The parameter value

General length/m 113.50 Molded depth/m 5.80

Between the vertical height/m

106.00 Designed draft/m 12.00

Molded breadth/m 20.30 LNG capacity/m3 10000

Maximum filling speed/m3·h-1 600 Tank type Membrane

Table 3: pipeline failure frequency in FERC

Dpipe/mm diameter

Failure frequency, time/year, m-1

Whole cross section of fracture

Dhole = 1/3 dpipe broken hole diameter

Break the Dhole=25mm hole diameter

dpipe＜50 10×10-7 — 50×10-7

50＜dpipe＜149 5×10-7 — 20×10-7

150＜dpipe＜299 2×10-7 4×10-7 7×10-7

Table 4: Manual valve leakage probability in OGP

Leakage aperture/mm

Leakage probability (time/year)

DN 50 DN 150 DN 300

1～3 2.0×10-5 3.1×10-5 4.3×10-5

3～10 7.7×10-6 1.2×10-5 1.7×10-5

10～50 4.9×10-6 4.7×10-6 6.5×10-6

50～150 — 2.4×10-6 1.2×10-6

＞150 — — 1.7×10-6

Table 5: Remote control valve leakage probability in OGP

Leakage aperture/mm

Leakage probability (time/year)

DN / 50 years DN 150 / year DN 300 / year

1～3 2.4×10-5 2.2×10-4 2.1×10-4

3～10 7.3×10-5 6.6×10-5 6.3×10-5

10～50 3.0×10-5 1.9×10-5 1.8×10-5

50～150 — 8.6×10-6 2.4×10-6

＞150 — — 6.0×10-6

Technology Tendency


15

15

Technology Tendency

liquid pipe and valves between the bunkering

ship and the refueling ship in open zone

is shown in table 7. Because there is no

specification for the DN 200 valve failure

frequency data, so the specifications for the DN

150 valve is used in the partial conservatively

failure frequency data. The result shows that the

failure frequency of LNG hoses is the highest.

The dangerous scenario according to

the evaluation criterion mentioned above (the

failure frequency is more than a year 3 x 10

- five scenarios as a dangerous scenario) is

listed in table 8. During LNG filling, due to the

connection of refueling and bunkering ships,

and the scale of the refueling ship is relatively

small, if the filling liquid cargo ship safety

valve rotate by breathable mast, emission of

flammable gases may affect the ship, so the

dangerous scenario 4 is analyzed as a risk

analysis. According to experience, 60s is the

longest time to detect gas leakage, time for ESD

cut off is 30 s, so 90s is set to be the duration

time for the dangerous scene of LNG leakage.

CFD Analysis of LNG vapor cloud diffusion

Three-dimensional computational fluid

dynamics (CFD) software FLACS is used in

LNG leakage dangerous scene simulation, the

software is one of the authoritative softwares

of the LNG vapor cloud diffusion analysis

software with high international recognition.

The U.S. department of transportation approved

that FLACS can be used to replace LNG vapor

cloud diffusion model for execution of the

federal regulation 49 CFR 193.2059 (a).

STS filling site environmental conditions

is shown in table 9, these data will serve as

Table 8: The danger of LNG leakage scenario

Serial number

Dangerous scene descriptionDuration of leakage/s

Leakage/kg

Scenario 1Filling liquid hose leakage on the arm of the

leak diameter of 50 mm90 1 082.7

Scenario 2Remote control in the note ship filling valve

leakage, leakage aperture to 10 mm90 91.3

Scenario 3Remote control valve in the note ship filling or manual valve leakage, leakage aperture is 3 mm

90 8.2

Scenario 4 Filling liquid tank relief valve jump ship2.5 (see holdings)

15.0

Table 9: Environmental conditions of LNG filling site

The serial number parameter The numerical

1 The annual average wind speed/m.s-1 3.15

2 The annual average temperature / ℃ 16

3 Atmospheric pressure/Pa 101 325

4 Relative humidity/(%) 75

5 The intensity of solar radiation/w.m-2 583

6 The atmospheric stability D

Table 6: LNG hose failure frequency and operation time

parameter The parameter value

Leakage probability/h 4.0×10-7 (aperture leakage:10%D～50 mm）

Each time the filling operation times/h 16 (according to the charging scheme to estimate)

Filling times every year 20

Filling operation total time/h each year 320

Table 7: parameters and failure frequency of the LNG filling system pipeline and valves in open areas

The serial

numbertype

Length or number

pecifications Failure frequency calculation results

1The liquid

pipe25m DN 200

Whole cross section:5.0×10-6； Leakage aperture of 67mm:1.0×10-5； Leakage aperture 25mm:1.75×10-5

2Refill arm The liquid

pipe14m DN 200

Whole cross section:2.8×10-6； Leakage aperture of 67mm:5.6×10-6； Leakage aperture 25mm:9.8×10-6

3Refill arm Liquid hose

20m DN 200 Leakage aperture 50mm:1.28×10-4

4

Remote control valve (liquid)

eight DN 200

Leakage aperture 1mm～3mm:2.2×10-4； Leakage aperture 3mm to 10mm:6.6×10-5； Leakage aperture 10mm to 50mm:1.9×10-5； Leakage aperture 50mm to 150mm:8.6×10-6

5Manual valve (liquid)

1 DN 200

Leakage aperture 1mm～3mm:3.1×10-5；Leakage aperture 3mm to 10mm:1.2×10-5；Leakage aperture 10mm to 50mm:4.7×10-6； Leakage aperture 50mm to 150mm:2.4×10-6


16

16

Technology Tendency

obstacles, so it is needed to consider light

ship and full loading two situations in order to

evaluate the effect of containers (obstacles) on

the spread of gas.It is considered the influence

of three different wind direction ,that is the

east, west and north in computation, (due to the

shield of the refueling ship, the danger of the

south wind blowing is relatively low. Model

input data for CFD analysis.

The establishment of calculation model

The three-dimensional vertical view and

perspective of the calculation model is shown

in figure 2.The nozzle form of the bunkering

ship's breathable mast has significant effects

on gas emissions, so the nozzle type has

been considered accurately during modeling.

Breathable mast and its 3D model of the nozzle

are shown in figure 3.

The calculation analysis and results

This article selects half the minimum

volume concentration of gas burning (2.5%) as the

boundary of the combustible gas diffusion range.

1. the liquid leakage of tubes on filling

arms.

LNG liquid leakage of filling arm hose is

in table 8 "scenario 1".Due to the large leakage

and wide range spread of the combustible

gas, which is more sensitive to surrounding

directions are shown in figure 2).

1) empty ship

The situation is refueling the ship while

loading, LNG leakage occurs at the beginning

of the loading.Figure 4 shows the diffusion

LNG leakage within the ship hold by the filling

and catch tray (1.2 m * 1.2 m * 1.2 m) .

The figure 4 shows that when the north

wind blowing, combustible gas crept over

the edge on the side, and spread as far as 27.5

m;When the east wind and west wind blowing,

combustible gas is always located in the edge

on the side, and had no influence on the safety

of the loading.

Another situation is that when LNG

leakage into water directly and combustible

gas is gathered on the side the under the upper

Figure 4: The spread range of the combustible gas(volume concentration 2.5% ~ 15%) when LNG leak to the refueling station.

Figure 2: Three-dimensional calculation model

Figure 3: Breathable mast and nozzle 3D model

Figure 5: The spread range of the combustible gas when LNG leak to the refueling station

(the north wind, volume concentration 2.5% ~ 15%)

Figure 6: The spread range of the combustible gas when LNG leak on the water

(volume concentration 2.5% ~ 15%)

Figure 7: combustible gas diffusion area after LNG valve leakage

(the north wind, volume concentration 2.5% ~ 15%)


17

17

Technology Tendency

edge which has no influence on the safety of the

loading either.

2) fully-loaded ship

The situation is refueling the ship

while unloading, LNG leakage occurs at the

beginning of the unloading. Figure 5 shows the

spread range of the combustible gas when LNG

leak to the refueling station. Figure 6 shows the

spread range of the combustible gas when LNG

leak on the water.

Figure 5 and figure 6 show that when the

north wind blows, combustible gas diffuse over

the edge on the side and laterally spread as far

as 14.0m along the ship; When the east wind

and west wind blow, combustible gas is always

located in the edge on the side, no influence on

the safety of the loading.

2. The leakage of valve.

The filling valve leakage of refueling ship

are considered in “scenario 2” and “scenario 3”

which are listed in table 8. LNG leakage is hold

by the filling and catch tray .

Calculation is carried out only under the

condition of the north wind (after the trial, the

east wind and west wind are less dangerous).

The calculation result shows that the influence

of valve leakage is very small and will not

affect cargo operations (figure 7).

3. liquid cargo safety valve discharge of

bunkering ship.

The valve of bunkering ship liquid tank

starts at pressure 25 kPa and back at 23 kPa

with circulation area 31400mm2.This article

uses the gas equation and FLACS software

built-in tools to calculate gas release rate of the

relief valve.by using gas equation[10] , the gas

emission rate is 6.76 kg/s.Using leak FLACS

software wizard to calculate discharge rate

and the results are shown in table 10. When

releasing for 2.5 s, the total amount is about

15.0 kg, in which demonstrates that FLACS

calculation result is reasonable.

Figure 8 shows combustible gas diffusion

of the takeoff time t with different relief

valve when the bunkering ship safety valve

discharges. From figure 8 it can be summarized

that the furthest distance of flammable vapor

cloud is 10.1m , and the breathable hole of

bunkering ship is 12.7m away vertically from

the deck edge, so can it eliminate flammable

risk due to relief valve jump.

Figure 8:flammable gas diffusion of the

bunkering ship after relief valve discharging

4. safety area.

Based on the above calculation, the partial

conservatively envelope gets a rectangular

danger zone, namely the 27.5 m * 84.0 m, 27.5

m from the figure 4 (a), 84.0 m from the figure

5, figure 5 is only the case of blowing north

wind and when considering the situation of

the south wind, it is necessary to amplify the

42.0 m by two times. The side length of the

rectangle of the dangerous area multiplied by

the coefficient of 1.5 times is used as dangerous

areas of refueling area between ships, namely

41.3 m * 126.0 m (figure 9), the safety zone for

simultaneous LNG fueling and cargo unloading

is outside of this dangerous area.

From what has been discussed above,

we can draw the following conclusion:

LNG leakage and combustible gas

diffusion are dominantly influenced by ship

design and environmental conditions such

as the length of the charging line, choice of

the reliable product, wind speed of working

location, atmospheric stability, temperature/

humidity environment and so on. Hence the

establishment of safety area during simultaneous

LNG bunkering and cargo unloading cannot

be generally made, but to give specific figures

according to specific design plan.

Summarized from the failure frequency

calculation, it is known that the leakage

frequency of LNG charging hose is the highest;

summarized from combustible gas diffusion

analysis, it is known that the range of spread of

combustible gas is farther when the liquid cargo

of the bunkering ship safety valve discharges.

So, when analyzing this kind of problems, LNG

hose leakage and the liquid cargo relief valve of

the bunkering ship should not be ignored .

Table 10: Gas emission rate of the relief valve

Time/s Release rate/kg·s-1 Time/s Release rate/kg·s-1

0 6.762 1 1.5 6.336 4

0.5 6.593 7 2 6.076 2

1 6.424 2

Figure 8: flammable gas diffusion of the bunkering ship after relief valve discharging

Figure 9: Dangerous scope


18

18

2016 Amendments to Rules for Classification of Mobile Offshore Units

This revision is mainly based on the industry feedback on the

Rules for Classification of Mobile Offshore Units (2012)

and its 2013, 2014 amendments, feedback from CCS

related offshore engineering inspection, plan approval and scientific

research units, and the new requirement of 2015 amendments to CCS

“Rules for Classification of Sea-going Steel Ships” and IACS PR1C,

MODU1 and UR Z15, revised the content of the corresponding

section of the rules. At the same time, the drafting group made some

modification for editing problems of the rules. The main contents are

as follows:

1. Chapter 3 of PART ONE “product inspection” had more

changes. At present, the list of certified products in this chapter only

keeps the content of products exclusively used on offshore mobile

unit, and the general related contents of ship all refer to CCS “Rules

for Classification of Sea-going Steel Ships”. This revised chapter will

facilitate the owner to clarify CCS technical requirements for offshore

engineering product inspection and on-site inspection of surveyors.

2. According to the latest version of the IACS UR Z15, the

content of “survey after construction” of Chapter 5 of PART ONE

has been subjected to comprehensive sorting out and writing by

considering our actual inspection situation. After revision, this

chapter content of CCS is consistent with IACS unified requirements,

conforms to the requirements of the audit, and is advantageous for the

on-site inspection.

3. According to the actual demand for inspection, appendix

2 “guidelines for mechanical planned maintenance system (PMS)

of mobile units” is added. This content can form external service

products, complete survey and grant PMS notations.

4. According to the actual situation of inspection, rewrote

“1.4.2 structure component classification” of PART TWO, to make

it easier to use.

5. Based on IACS MODU1, the content of “1.8.2.1 provision

of means of access” of PART TWO was revised, adding “(4) jack-

up unit pile shoe and elevation basis could be exempted from the

provisions of the above requirements.”

6. According to CCS scientific achievements, the technical

requirements of “2.3.2 design wave height” of PART TWO was revised.

7. According to the practical design construction case, in Chapter

3 of PART FOUR the technical content of “section 19 steam system”

was added.

8. According to the feedback, combined with the content of IMO

MODU Code 2009, related technical content in paragraph 5.2.2 in

Section 2 “windlass device”, Chapter 5, PART FOUR was revised, of

which, the terms and technical requirements require to be more accurate.

9. According to the “IEC 61892-1 portable and stationary

offshore installation”, technical requirements of 1.2.3.1 of PART

FIVE was revised as follows: “the voltage total harmonic in the

power distribution system should not exceed 8%, single-phase

harmonic should not exceed 5%.”

10. In PART SIX, “Chapter 4 requirements for automation

notation of attended machinery space”, a new paragraph is added as

follows: “4.1.2 if unit apply for the BRC notations, the requirements

of Chapter 4 of PART SEVEN of CCS Rules for Classification of

Sea-going Steel Ships are also to be complied with”.

2016 Amendments to “Rules for classification of mobile offshore

units” will take effect on July 1, 2016.

Standard Research


19

19

CCS Developed Ultra-Large Ore Carrier (ULOC) Engine Room Finite Element Direct Calculation Software

In the hull structure of Ultra-Large Ore Carrier (ULOC), the

structure of engine room is especially complex, the conventional

rule calibration method cannot ensure enough structural

strength. Moreover, in order to improve the ship performance, the

optimized engine room shell curve will shrink further, but many

longitudinal components in the cargo area will be interrupted in

engine room area, so detailed and reliable assessment methods and

results are particularly important. The existing actual ship calculation

has also witnessed engine room structure damages, such as buckling

in engine room platform deck, and buckling in engine room strong

frame opening, etc. Therefore, direct calculation method should be

adopted to evaluate the engine room structural strength on the basis

of conventional descriptive rule design.

To this end, CCS Rule and Technology Center established

ULOC engine room finite element direct calculation method from the

aspect of modeling principles and boundary conditions, load and load

combination, hull girder target load adjustment method and strength

evaluation criterion. Since the calculation process of these methods

is very complex, it cannot be finished by way of manual calculation,

therefore, CCS R&D Center developed a software which can be used

exclusively for ULOC engine room finite element direct calculation.

This software is developed on MSC’s PATRAN finite element platform, the main function modules include:

1. Definition of ship type parameters: ship types, ship notations,

analysis area, assessment type, etc.

2. Definition of main parameters: length, breadth, draft, etc.

3. Structure definition and search: defining each structure type

of the hull, searching automatically the unit which is included in the

structure.

4. Engine room definition and identification: defining each

engine room type of the hull, searching automatically engine room’s

boundary and its internal unit.

5. Definition of unit attribution: unit building thickness,

definition of material yield limit, automatic corrosion deduction.

6. Load calculation and imposing: open load mode, definition

of distributed load, definition of condition, automatic load imposing,

nodal force calculation.

7. The automatic hull girder adjustment: points including part of

load, target value calculation and correct load imposing method.

8. Boundary condition imposing: the cantilever type boundary

condition especially used in engine room.

9. The assessment of yield strength: automatic assessment of

rough and fine grid unit.

10. The assessment of buckling strength: calibration of the

buckling capacity of stiffened plate and non-stiffened plate, automatic

division of the buckling plate, automatic obtaining of the attribution,

the cloud chart and factor display of the results.

11. Detailed analysis: sub-model method automatic mapping

tool.

The main characteristics of the software are: 1. Fully integrated with the ULOC tank calculation module,

By Liu Yuchuan

Servicing Products


20

20

Servicing Products

it doesn’t need to install separately, switch can be made through

choosing the “assessment area”, it is easy for users to install and use.

Figure 1: switch is made through the “assessment area”

2. Automatic structure search, engine room automatic

identification, automatic corrosion deduction and many automatic

model “pretreatment” tools, saving users’ modeling time and

improving efficiency.

Figure 2: automatic structure search

Figure 3: engine room automatic identification

3. Distributed load definition and automatic load imposing,

saving complex formula calculation to enable “one click”completion.

Figure 4: distributed load definition

4. Automatic hull girder load adjustment, boundary conditions

imposing, leave out the complex load adjustment calculation process,

the operation will be convenient and quick, the result will be accurate

and reliable.

Figure 5: hull girder adjustment module

5. The independent post-processing database, complete

breakaway from the PATRAN platform’s data storage method, safe,

quick, and reliable.

Figure 6: read results

6. A variety of grid automatic refinement tools, including:

general grid refinement, angle type, hatch corner, openings, toes,

horizontal girder roots, aggregate plate elements, etc. The tools have

high degree of automation, high speed, and high quality, which can

save a lot of time on grid refinement for users.

Figure 7: automatic grid refinement tools

At present, CCS ULOC engine room finite element direct

calculation software has been used in ULOC structure strength

technology research and real ship calculation, indicating that CCS

has obtained full technology and service ability on ULOC structure

strength finite element calculation. And this software will be an

important tool for CCS to serve the industry.


21

21

Servicing Products

CCS Launched Assessment Software to Secure Ultra-Large Ore Carrier (ULOC) Key Structure Safety

Stiffened plate is the basic strength component for ships and

offshore engineering structures, which is usually composed

of the board and one-way or two-way stiffeners on the

side of the board. The overall failure of ship structure and ultimate

strength is mainly decided by the buckling and ultimate strength of

stiffened plate structure in the area of deck, bottom and shipboard.

Therefore, calculating precisely the buckling and ultimate strength of

stiffened plate structure is the basic requirement for the assessment of

ship structure safety.

At present, with ships getting larger and the extensive use of

high strength steel, the buckling of hull stiffened plate and ultimate

strength have more influence on the ultimate bearing capacity of the

hull structure. Moreover, in recent years, the rules assessment for

ULOC, containerships and other super large ships also shows that the

rule requirements for buckling strength often play a decisive role in

the size of many key structures in the hull, including the thickness of

the board.

Whether for sea-going ships, river-going ships or offshore

structures like FPSO, the hull grillage usually undergoes in-plane and

lateral load effect. The in-plane load is mainly produced due to hull

bending, transverse shear or torsion, while the lateral load mainly

comes from water pressure and cargo pressure. Under the effect of

a certain load or several forms of load, there are always many load

components which interact with each other in the grillage structure.

Therefore, in order to obtain safe, economic and environment-

friendly hull structure, especially to ensure the safety of the structure

of new type and large type ships, there is a need for analyzing as far

as precisely the buckling capacity and ultimate bearing capacity of

hull structure under the complex loading effect. To this end, China

Classification Society (CCS) and China Ship Scientific Research

Center developed an advanced buckling assessment software

COMPASS – ABA which has higher precision in calculation and

analysis.

This software can reasonably consider the effect of geometric

nonlinearity, material nonlinearity, initial defects, welding residual

stress, different direction load combination and the boundary

conditions on structure elastic buckling and post-buckling

characteristics, which can be used as a practical tool to conduct

buckling strength, ultimate strength assessment and optimum design

for large ships, new type of ships and offshore engineering structures.

By Luo Haidong & Lv Yining


22

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Servicing Products

This software is based on the elasticity large deflection theory

and rigid-plastic analysis, and absorbs especially the results of

related research on structural elastoplastic analysis method at home

and abroad, and puts forward the buckling and ultimate strength

calculation assessment method for non-stiffened plate with initial

defects under the combined effect of two-way lateral pressure, axial

compression and in-plane pressure. At the same time, based on the

typical failure mode analysis and orthogonal anisotropic theory,

this software gives the buckling and ultimate strength calculation

assessment method for stiffened plate with initial defects under the

combined loading effect.

Based on the fast calculation and analysis function of

COMPASS-ABA advanced buckling assessment software, after

obtaining the structural loading in the different area of the hull, the

overall assessment for buckling strength of grillage structure can be

given by combining with ship type rules and requirements,. For the

stiffened plate which does not meet the requirements, parameters such

as thickness can be recommended through the function of revised

design and optimum design.

The main function modules of this software include: 1)

automatic division of buckling plate grid; 2) the parameters,

assessment methods, criteria definition and external interface for

the stiffened plate grid and non-stiffened plate grid; 3) the elastic

buckling and ultimate capacity solution for non-stiffened plate grid; 4)

elastic buckling and ultimate capacity solution for one-way stiffened

plate grid; 5) elastic buckling and ultimate capacity solution for two-

way stiffened plate grid; 6) the buckling model and condition and

the deformation under the ultimate condition; 7) the cloud chart for

assessment result; 8) capacity curve calculation function, etc.

The scope of application of COMPASS-ABA software is

very wide, especially for solving the hot and difficult technical

problems in terms of buckling assessment for new, large ships and

offshore engineering structures. At present, this software has been

preliminarily applied and verified in buckling assessment of 400,000

ton VLOC’s structure, playing an important technical support role

in the safety of some key area structure design. The release of this

software indicates that CCS has the ability to develop senior buckling

analysis and technical service on its own. The COMPASS-ABA

software will surely become an important tool and mean for CCS to

serve the industry, and also will make its share of contributions to

improving the safety of new, large ships and offshore engineering

structures.

partnership 1 · 2016. 7. 1. · partnership partnership 2 2 standard researchdynamics ccs won...

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